JP2009144747A - Automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase the degree of freedom of selecting a ratio and reduce the friction by abolishing a Ravigneaux planetary gear unit for transmission, and increasing the number of friction engagement elements to be fastened when each gear change stage is established. <P>SOLUTION: A forward six-speed and reverse two-speed automatic transmission T comprises a single-pinion type planetary gear unit PUr for deceleration, a planetary gear unit PUs for changing speeds formed by combining a double-pinion type planetary gear unit PU1 and a single pinion type second planetary gear unit PU2 and provided with four differential rotation elements and five friction engagement elements Ca, Cb, C1, C2, B1 of a wet-type multiple plate type. Three of the five friction engagement elements are selectively engaged to establish the forward first-speed to the forward sixth-speed and the reverse first-speed and the second-speed. Since the Ravigneaux planetary gear unit is not employed, the automatic transmission for the vehicle has a high degree of freedom in selecting the ratio, and the three friction engagement elements are always engaged to reduce the loss of oil due to friction. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a planetary gear unit for reduction provided with three differential rotating elements, a planetary gear unit for transmission including four differential rotating elements, which is composed of a combination of a first planetary gear unit and a second planetary gear unit, and a wet type. The present invention relates to an automatic transmission for a vehicle in which five friction engagement elements including a multi-plate type clutch or brake are arranged around an axis of an input shaft.

By combining a planetary gear unit for speed reduction, a Ravigneaux type planetary gear unit for shifting, and five friction engagement elements comprising a wet multi-plate type clutch or brake, the forward 1st speed to the 6th forward speed and the reverse 1st speed An automatic transmission capable of establishing a gear position is known from Patent Document 1 below.
JP 2000-220703 A

  Incidentally, the Ravigneaux type planetary gear unit for transmission used in Patent Document 1 is a combination of a single-pinion type first planetary gear unit and a double-pinion type second planetary gear unit, and is a double-pinion-type first planetary gear unit. The one planetary gear unit pinion and the single pinion type first planetary gear unit pinion are composed of a common member, or are coupled so that they can rotate together, so the ratio can be freely selected. There was a problem that the degree was low.

  Also, wet multi-plate clutches or brakes generate almost no friction due to oil dragging in their engaged state, but friction due to oil dragging occurs in their open state. A larger number of joint elements is desirable for reducing friction.

  However, since the automatic transmission described in Patent Document 1 only engages two frictional engagement elements when each shift stage is established, it can tighten more frictional engagement elements in order to reduce friction. Is desirable.

  The present invention has been made in view of the above-described circumstances, and eliminates the Ravigneaux type planetary gear unit for shifting, and increases the number of frictional engagement elements to be fastened when each shift stage is established. The purpose is to improve the ratio selection freedom and reduce friction.

  In order to achieve the above object, according to the first aspect of the present invention, a reduction planetary gear unit including three differential rotation elements, and a combination of a first planetary gear unit and a second planetary gear unit are configured. An automatic transmission for a vehicle in which a planetary gear unit for speed change having four differential rotation elements and five friction engagement elements including a wet multi-plate type clutch or brake are arranged around the axis of an input shaft. The first differential rotation element of the first planetary gear unit and the third differential rotation element of the second planetary gear unit are integrated to the output element of the speed reduction planetary gear unit via a third clutch. And a first differential rotation element of the second planetary gear unit and a third differential rotation of the first planetary gear unit. The first and second clutches are respectively disposed between the element and the second differential rotation element, and the third differential rotation element of the first planetary gear unit can be connected to the housing via the first brake. An automatic transmission for a vehicle is proposed in which a second differential rotation element of a two-planetary gear unit is connected to an output shaft.

  According to the second aspect of the present invention, there are four differential rotating elements that are configured by a combination of a speed reduction planetary gear unit including three differential rotating elements, and a first planetary gear unit and a second planetary gear unit. An automatic transmission for a vehicle in which a planetary gear unit for speed change provided with five frictional engagement elements including a wet multi-plate type clutch or brake is arranged around the axis of the input shaft, and the first planetary gear unit of the first planetary gear unit An integrated first differential rotation element and a third differential rotation element of the second planetary gear unit are connected to an output element of the speed reduction planetary gear unit, and the first differential rotation element of the second planetary gear unit is connected. And a third differential rotation element and a second differential rotation element of the first planetary gear unit, respectively. A second clutch is disposed, the third differential rotation element of the first planetary gear unit can be connected to the housing via the first brake, and the fixed element of the speed reduction planetary gear unit is connected to the housing via the second brake. A vehicular automatic transmission is proposed in which the second differential rotation element of the second planetary gear unit is connectable to an output shaft.

  According to the configuration of the first or second aspect, since it is not necessary to configure the planetary gear unit for transmission with a Ravigneaux type planetary gear unit having a complicated structure and a low degree of freedom in selecting a ratio, a Ravigneaux type planetary gear unit is used. Compared to the case, the degree of freedom in selecting the ratio can be increased. In addition, since three frictional engagement elements, one more than the conventional one, are fastened at the time of establishment of each gear stage, the number of open frictional engagement elements that generate oil drag resistance is reduced from the conventional three to two. Loss due to oil friction can be reduced. Moreover, the rotational speed of each differential rotating element of the planetary gear unit for shifting can be kept below the rotational speed of the input shaft, so that the capacity of the bearings supporting them can be reduced, thereby reducing the size of the transmission. Can contribute.

  In particular, according to the configuration of claim 2 comprising three clutches and two brakes, the planetary gear unit for speed reduction and the second planetary gear are compared with the configuration of claim 1 comprising four clutches and one brake. Since it is not necessary to dispose a clutch between the units, the axial dimension of the transmission can be reduced.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  1 and 2 show a first embodiment of the present invention. FIG. 1 is a skeleton diagram of a vehicle automatic transmission, and FIG. 2 is a speed diagram of the vehicle automatic transmission.

  As shown in FIG. 1, an automatic transmission T for forward 1st to 6th and reverse 1st and 2nd speeds for an automobile includes a speed reduction planetary gear unit PUr composed of a single pinion type planetary gear unit and a double pinion type planetary gear. A first planetary gear unit PU1 made up of a unit and a second planetary gear unit PU2 made up of a second planetary gear unit PU2 made up of a single pinion type planetary gear unit.

  The reduction planetary gear unit PUr includes a sun gear Sf, a carrier Cf, a ring gear Rf, and a plurality of pinions Pf supported by the carrier Cf and simultaneously meshed with the sun gear Sf and the ring gear Rf. The first planetary gear unit PU1 includes a sun gear Sm, a carrier Cm, a ring gear Rm, a plurality of outer pinions Pmo and a plurality of inner pinions Pmi that are supported by the carrier Cm and mesh with each other, and the outer pinion Pmo is a ring gear Rm. The inner pinion Pmi meshes with the sun gear Sm. The second planetary gear unit PU2 includes a sun gear Sr, a carrier Cr, a ring gear Rr, and a plurality of pinions Pr supported by the carrier Cr and simultaneously meshed with the sun gear Sr and the ring gear Rr.

  The sun gear Sf of the speed reduction planetary gear unit PUr is coupled to a power source (not shown), for example, an input shaft IS driven by an engine, and can be coupled to the carrier Cm of the first planetary gear unit PU1 via the fourth clutch C2. The carrier Cf of the planetary gear unit PUr for reduction can be coupled to the sun gear Sm of the first planetary gear unit PU1 and the ring gear Rr of the second planetary gear unit PU2 via the third clutch C1. The ring gear Rf of the speed reduction planetary gear unit PUr is fixed to the housing H.

  The sun gear Sr of the second planetary gear unit PU2 can be coupled to the ring gear Rm of the first planetary gear unit PU1 via the first clutch Ca, and can be coupled to the carrier Cm of the first planetary gear unit PU1 via the second clutch Cb. It is. The ring gear Rm of the first planetary gear unit PU1 can be coupled to the housing H via the first brake B1. The carrier Cr of the second planetary gear unit PU2 is coupled to the output shaft OS.

  The first to fourth clutches Ca, Cb, C1, and C2 are all formed of a wet multi-plate type. The first brake B1 is a wet multi-plate type or a band type.

  FIG. 2 shows a speed diagram of the automatic transmission T. The upper speed diagram is for the speed reduction planetary gear unit PUr, and the middle speed diagram is for the first planetary gear unit PU1 of the speed change planetary gear unit PUs. The lower speed diagram is for the second planetary gear unit PU2 of the speed-changing planetary gear unit PUs.

  The first planetary gear unit PU1 and the second planetary gear unit PU2 of the transmission planetary gear unit PUs each include three differential rotation elements, and a total of four differences are obtained by engaging the first and second clutches Ca and Cb. It is possible to switch between “fastening state a” and “fastening state b” including the dynamic rotation element. The “engaged state a” indicates the state in which the first clutch Ca is engaged, and the “engaged state b” indicates the state in which the second clutch Cb is engaged. Depending on the engaged state of the first and second clutches Ca and Cb, The shape of the velocity diagram of the planetary gear unit PUs can be changed.

  Table 1 is an operation table of the automatic transmission T. In the left column, 1 to 6 represent the first forward speed to the sixth forward speed, and R1 and R2 represent the first reverse and the second speed. . Moreover, a circle mark represents that the friction engagement element is in a fastening state.

  Next, the establishment of each gear stage will be described with reference to the operation table of the automatic transmission T shown in Table 1.

  Since the ring gear Rf of the speed reduction planetary gear unit PUr is always restrained by the housing H, when the rotation of the input shaft IS is input to the sun gear Sf of the speed reduction planetary gear unit PUr, the carrier Cf of the speed reduction planetary gear unit PUr is input. The shaft rotates at a predetermined rotational speed (hereinafter referred to as a reduced rotational speed N2) decelerated with respect to the rotational speed of the shaft IS (hereinafter referred to as a full speed rotational speed N1). The reduction rotation speed N2 is determined by the gear ratio between the sun gear Sf and the ring gear Rf of the reduction planetary gear unit PUr.

  As is apparent from Table 1, since the third clutch C1 is engaged at the first forward speed to the fifth forward speed, the first clutch coupled to the carrier Cf of the speed reduction planetary gear unit PUr via the third clutch C1. The sun gear Sm of the planetary gear unit PU1 and the ring gear Rr of the second planetary gear unit PU2 rotate at the reduction speed N2. Since the fourth clutch C2 is engaged at the fourth forward speed to the sixth forward speed, the first reverse speed, and the second speed, the first planetary gear unit PU1 coupled to the input shaft IS via the fourth clutch C2. The carrier Cm rotates at the full speed N1.

  When the first forward speed is established, the second clutch Cb, the third clutch C1, and the first brake B1 are engaged.

  By engaging the second clutch Cb, the carrier Cm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the shifting planetary gear unit PUs is in the engaged state b of FIG. The ring gear Rm of the first planetary gear unit PU1 is restrained by the housing H by the engagement of the first brake B1 and stops rotating, and the sun gear Sm and the second planetary gear unit PU2 of the first planetary gear unit PU1 are engaged by the engagement of the third clutch C1. Ring gear Rr rotates at a reduced speed N2. Therefore, in the speed diagram, the rotation speed of the sun gear Sm of the first planetary gear unit PU1 becomes the reduction rotation speed N2, and the rotation speed of the ring gear Rm of the first planetary gear unit PU1 becomes 0, so that the first forward speed is established. To do.

  When establishing the second forward speed, the first clutch Ca, the third clutch C1, and the first brake B1 are engaged.

  With the engagement of the first clutch Ca, the ring gear Rm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the transmission planetary gear unit PUs is in the engaged state a of FIG. The ring gear Rm of the first planetary gear unit PU1 is restrained by the housing H by the engagement of the first brake B1 and stops rotating, and the sun gear Sm and the second planetary gear unit PU2 of the first planetary gear unit PU1 are engaged by the engagement of the third clutch C1. Ring gear Rr rotates at a reduced speed N2. Therefore, in the speed diagram, the rotation speed of the sun gear Sm of the first planetary gear unit PU1 becomes the reduction rotation speed N2, and the rotation speed of the ring gear Rm of the first planetary gear unit PU1 becomes 0, thereby establishing the forward second gear. To do.

  When the forward third speed is established, the first clutch Ca, the second clutch Cb, and the third clutch C1 are engaged.

  When the first clutch Ca and the second clutch Cb are engaged, the ring gear Rm of the first planetary gear unit PU1 and the carrier Cm are integrated, so that a differential rotation is impossible, and the sun gear Sm is also integrated. Further, since the ring gear Rr and the sun gear Sr of the second planetary gear unit PU2 are respectively integrated with the sun gear Sm and the ring gear Rm (carrier Cm) of the first planetary gear unit PU1, the second planetary gear unit PU2 is also locked. As a result, the rotation of the carrier Cf of the speed reduction planetary gear unit PUr rotating at the speed reduction speed N2 by the engagement of the third clutch C1 is output to the output shaft OS via the locked second planetary gear unit PU2, and the third forward speed A gear position is established.

  When the forward fourth speed is established, the first clutch Ca, the third clutch C1, and the fourth clutch C2 are engaged.

  With the engagement of the first clutch Ca, the ring gear Rm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the transmission planetary gear unit PUs is in the engaged state a of FIG. Further, the engagement of the third clutch C1 causes the sun gear Sm of the first planetary gear unit PU1 and the ring gear Rr of the second planetary gear unit PU2 to rotate at the reduction rotational speed N2, and the engagement of the fourth clutch C2 causes the carrier Cm of the first planetary gear unit PU1 to move. Rotates at full speed N1. Therefore, in the speed diagram, the rotation speed of the sun gear Sm of the first planetary gear unit PU1 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, thereby forward four-speed shifting. A stage is established.

  When the forward fifth speed is established, the second clutch Cb, the third clutch C1, and the fourth clutch C2 are engaged.

  By engaging the second clutch Cb, the carrier Cm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the shifting planetary gear unit PUs is in the engaged state b of FIG. Further, the engagement of the third clutch C1 causes the sun gear Sm of the first planetary gear unit PU1 and the ring gear Rr of the second planetary gear unit PU2 to rotate at the reduction rotational speed N2, and the engagement of the fourth clutch C2 causes the carrier Cm of the first planetary gear unit PU1 to move. Rotates at full speed N1. Therefore, in the speed diagram, the rotation speed of the sun gear Sm of the first planetary gear unit PU1 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full-speed rotation speed N1, whereby the forward five-speed shift A stage is established.

  When the sixth forward speed is established, the first clutch Ca, the second clutch Cb, and the fourth clutch C2 are engaged.

  When the first clutch Ca and the second clutch Cb are engaged, the ring gear Rm of the first planetary gear unit PU1 and the carrier Cm are integrated, so that the differential gear cannot be rotated, and the sun gear Sm is also integrated. Further, since the ring gear Rr and the sun gear Sr of the second planetary gear unit PU2 are respectively integrated with the sun gear Sm and the ring gear Rm (carrier Cm) of the first planetary gear unit PU1, the second planetary gear unit PU2 is also locked. As a result, the rotation of the carrier Cm of the first planetary gear unit PU1 that rotates at the full speed N1 by the engagement of the fourth clutch C2 is output to the output shaft OS via the locked first planetary gear unit PU1 and second planetary gear unit PU2. Then, the forward sixth speed is established.

  When the reverse first speed is established, the second clutch Cb, the fourth clutch C2, and the first brake B1 are engaged.

  By engaging the second clutch Cb, the carrier Cm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the shifting planetary gear unit PUs is in the engaged state b of FIG. Further, the engagement of the fourth clutch C2 causes the carrier Cm of the first planetary gear unit PU1 to rotate at the full speed rotation speed N1, and the engagement of the first brake B1 causes the ring gear Rm of the first planetary gear unit PU1 to be restrained by the housing H to stop the rotation. To do. Therefore, in the speed diagram, the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, and the rotation speed of the ring gear Rm of the first planetary gear unit PU1 becomes 0, whereby the first reverse gear stage is established. To do.

  When the reverse second speed is established, the first clutch Ca, the fourth clutch C2, and the first brake B1 are engaged.

  With the engagement of the first clutch Ca, the ring gear Rm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the transmission planetary gear unit PUs is in the engaged state a of FIG. Further, the engagement of the fourth clutch C2 causes the carrier Cm of the first planetary gear unit PU1 to rotate at the full speed rotation speed N1, and the engagement of the first brake B1 causes the ring gear Rm of the first planetary gear unit PU1 to be restrained by the housing H to stop the rotation. To do. Therefore, in the speed diagram, the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, and the rotation speed of the ring gear Rm of the first planetary gear unit PU1 becomes 0, thereby establishing the reverse second speed gear stage. To do.

  As described above, according to the present embodiment, the first planetary gear unit PU1 constituting the speed-changing planetary gear unit PUs is composed of a double-pinion type planetary gear unit, and the second planetary gear unit PU2 is a single-pinion type planetary gear unit. Since it is configured and does not use the Ravigneaux-type planetary gear unit for shifting, the degree of freedom in selecting the ratio can be increased.

  In addition, when the first forward speed to the sixth forward speed, the first reverse speed, and the second speed are established, three of the five frictional engagement elements are surely engaged, so that they are released. The number of frictional engagement elements that increase the friction due to oil in the state is reduced by one compared to that described in Patent Document 1, and the friction is reduced by that amount, thereby reducing the fuel consumption of the engine. be able to.

  Moreover, as apparent from the speed diagram of FIG. 2, the rotational speed of each differential rotational element of the transmission planetary gear unit PUs can be suppressed to the full speed rotational speed N1 or less of the input shaft IS. A capacity | capacitance can be made small and it can contribute to size reduction of the automatic transmission T by this.

  Next, a second embodiment of the present invention will be described based on FIG. 3 and FIG.

  The second embodiment is different from the first embodiment in the structure of the speed reduction planetary gear unit PUr, and the other configurations are the same. In the first embodiment, the sun gear Sf of the speed reduction planetary gear unit PUr is an input element, the carrier Cf is an output element, and the ring gear Rf is a fixed element. In the second embodiment, the speed reduction planetary gear is used. The ring gear Rf of the unit PUr is an input element, the carrier Cf is an output element, and the sun gear Sf is a fixed element.

  In the structure of the first embodiment, the decelerated rotational speed N2 is less than half of the full speed rotational speed N1, but in the structure of the second embodiment, the decelerated rotational speed is relative to the full speed rotational speed N1. The number N2 can be larger than half. As a result, it is possible to obtain a so-called cross ratio shift characteristic in which the speed ratio interval between adjacent shift stages is reduced on the high speed shift stage side.

  Next, a third embodiment of the present invention will be described with reference to FIGS.

  The third embodiment is different from the first embodiment in the structure of the reduction planetary gear unit PUr, and the other configurations are the same. In the first embodiment, the sun gear Sf of the speed reduction planetary gear unit PUr is an input element, the carrier Cf is an output element, and the ring gear Rf is a fixed element. In the third embodiment, the speed reduction planetary gear is used. The carrier Cf of the unit PUr is an input element, the ring gear Rf is an output element, and the sun gear Sf is a fixed element.

  In the first embodiment, a single-pinion type planetary gear unit is used as the speed reduction planetary gear unit PUr. In the third embodiment, a double-pinion type planetary gear unit is used as the speed reduction planetary gear unit PUr. . That is, the carrier Cf supports an outer pinion Pfo and an inner pinion Pfi that mesh with each other. The outer pinion Pfo meshes with the ring gear Rf, and the inner pinion Pfi meshes with the sun gear Sf.

  In the structure of the first and second embodiments, the decelerating speed N2 cannot be halved with respect to the full speed speed N1, but in the structure of the third embodiment, the full speed speed N1. On the other hand, the deceleration rotation speed N2 can be set in a region including a half. As a result, it is possible to increase the degree of freedom in setting the ratio and the common ratio (ratio of the ratios of adjacent gears) on each gear stage.

  Next, a fourth embodiment of the present invention will be described with reference to FIGS.

  The fourth embodiment is a modification of the reduction planetary gear unit PUr of the third embodiment. In the third embodiment, the carrier Cf of the reduction planetary gear unit PUr is an input element, and the ring gear Rf is an output. In the fourth embodiment, the sun gear Sf is an input element, the ring gear Rf is an output element, and the carrier Cf is a fixed element.

  According to the fourth embodiment, the same effect as that of the third embodiment can be achieved.

  In the first to fourth embodiments already described, the automatic operation of the first forward speed to the sixth forward speed and the reverse and first and second speeds using the first to fourth clutches Ca, Cb, C1, C2 and the first brake B1. Although the transmission T is configured, in the fifth to eighth embodiments described below, the vehicle advances using the first to third clutches Ca, Cb, C1 and the first and second brakes B1, B2. An automatic transmission T having 1st speed to 6th forward speed and reverse 1st and 2nd speed is configured.

  FIGS. 9 and 10 show a fifth embodiment of the present invention. FIG. 9 is a skeleton diagram of the vehicle automatic transmission, and FIG. 10 is a velocity diagram of the vehicle automatic transmission.

  As is clear from a comparison between the first embodiment shown in FIG. 1 and the fifth embodiment shown in FIG. 9, in the first embodiment, the carrier Cf of the planetary gear unit for reduction PUr is the third carrier Cf. Although it can be coupled to the sun gear Sm of the first planetary gear unit PU1 and the ring gear Rr of the second planetary gear unit PU2 via the clutch C1, in the fifth embodiment, the carrier Cf of the planetary gear unit PUr for reduction is the first planetary gear unit. It is always coupled to the sun gear Sm of PU1 and the ring gear Rr of the second planetary gear unit PU2. In the first embodiment, the ring gear Rf of the speed reduction planetary gear unit PUr is always restrained by the housing H. However, in the fifth embodiment, the ring gear Rf of the speed reduction planetary gear unit PUr applies the second brake B2. Via the housing H.

  The clutch name for coupling the input shaft IS to the carrier Cm of the first planetary gear unit PU1 is the fourth clutch C2 in the first embodiment, but is changed to the third clutch C1 in the fifth embodiment. Has been.

  Each of the first to third clutches Ca, Cb, C1 is a wet multi-plate type. The first and second brakes B1 and B2 are constructed of a wet multi-plate type or a band type.

  FIG. 10 shows a speed diagram of the automatic transmission T. The upper speed diagram is for the speed reduction planetary gear unit PUr, and the middle speed diagram is for the first planetary gear unit PU1 of the speed change planetary gear unit PUs. The lower speed diagram is for the second planetary gear unit PU2 of the speed-changing planetary gear unit PUs.

  The first planetary gear unit PU1 and the second planetary gear unit PU2 of the transmission planetary gear unit PUs each include three differential rotation elements, and a total of four differences are obtained by engaging the first and second clutches Ca and Cb. It is possible to switch between “fastening state a” and “fastening state b” including the dynamic rotation element. The “engaged state a” indicates the state in which the first clutch Ca is engaged, and the “engaged state b” indicates the state in which the second clutch Cb is engaged. Depending on the engaged state of the first and second clutches Ca and Cb, The shape of the velocity diagram of the planetary gear unit PUs can be changed.

  Table 2 is an operation table of the automatic transmission T. In the left column, 1 to 6 represent the first forward speed to the sixth forward speed, and R1 and R2 represent the first reverse and the second speed. . Moreover, a circle mark represents that the friction engagement element is in a fastening state.

  Next, the establishment of each gear stage will be described with reference to the operation table of the automatic transmission T shown in Table 2.

  When the second brake B2 of the speed reduction planetary gear unit PUr is engaged and the ring gear Rf is restrained by the housing H, when the rotation of the input shaft IS is input to the sun gear Sf of the speed reduction planetary gear unit PUr, the speed reduction planetary gear. The carrier Cf of the unit PUr rotates at a predetermined rotational speed (hereinafter referred to as a reduced rotational speed N2) decelerated with respect to the rotational speed of the input shaft IS (hereinafter referred to as the full speed rotational speed N1). The reduction rotation speed N2 is determined by the gear ratio between the sun gear Sf and the ring gear Rf of the reduction planetary gear unit PUr.

  As apparent from Table 2, since the second brake B2 is engaged at the first forward speed to the fifth forward speed, the sun gear Sm of the first planetary gear unit PU1 always coupled to the carrier Cf of the speed reduction planetary gear unit PUr. And the ring gear Rr of the second planetary gear unit PU2 rotates at the decelerating speed N2. Since the third clutch C1 is engaged at the forward fourth speed to the forward sixth speed and the reverse first speed and the second speed, the first planetary gear unit PU1 coupled to the input shaft IS via the third clutch C1. The carrier Cm rotates at the full speed N1.

  When the first forward speed is established, the second clutch Cb, the first brake B1, and the second brake B2 are engaged.

  By engaging the second clutch Cb, the carrier Cm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the speed-changing planetary gear unit PUs is in the engaged state b of FIG. In addition, the ring gear Rm of the first planetary gear unit PU1 is restrained by the housing H by the engagement of the first brake B1, and stops rotating, and the sun gear Sm and the second planetary gear unit PU2 of the first planetary gear unit PU1 are engaged by the engagement of the second brake B2. Ring gear Rr rotates at a reduced speed N2. Therefore, in the speed diagram, the rotation speed of the sun gear Sm of the first planetary gear unit PU1 becomes the reduction rotation speed N2, and the rotation speed of the ring gear Rm of the first planetary gear unit PU1 becomes 0, so that the first forward speed is established. To do.

  When the second forward speed is established, the first clutch Ca, the first brake B1, and the second brake B2 are engaged.

  With the engagement of the first clutch Ca, the ring gear Rm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the transmission planetary gear unit PUs is in the engaged state a in FIG. The ring gear Rm of the first planetary gear unit PU1 is restrained by the housing H when the first brake B1 is engaged, and stops rotating, and the sun gear Sm and the second planetary gear unit PU2 of the first planetary gear unit PU1 are engaged when the second brake B2 is engaged. Ring gear Rr rotates at a reduced speed N2. Therefore, in the speed diagram, the rotation speed of the sun gear Sm of the first planetary gear unit PU1 becomes the reduction rotation speed N2, and the rotation speed of the ring gear Rm of the first planetary gear unit PU1 becomes 0, thereby establishing the forward second gear. To do.

  When the forward third speed is established, the first clutch Ca, the second clutch Cb, and the second brake B2 are engaged.

  When the first clutch Ca and the second clutch Cb are engaged, the ring gear Rm of the first planetary gear unit PU1 and the carrier Cm are integrated, so that a differential rotation is impossible, and the sun gear Sm is also integrated. Further, since the ring gear Rr and the sun gear Sr of the second planetary gear unit PU2 are respectively integrated with the sun gear Sm and the ring gear Rm (carrier Cm) of the first planetary gear unit PU1, the second planetary gear unit PU2 is also locked. As a result, the rotation of the carrier Cf of the speed reduction planetary gear unit PUr that rotates at the speed reduction speed N2 by the engagement of the second brake B2 is output to the output shaft OS via the locked second planetary gear unit PU2, and the third forward speed A gear position is established.

  When the forward fourth speed is established, the first clutch Ca, the third clutch C1, and the second brake B2 are engaged.

  With the engagement of the first clutch Ca, the ring gear Rm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the transmission planetary gear unit PUs is in the engaged state a in FIG. In addition, the engagement of the second brake B2 causes the sun gear Sm of the first planetary gear unit PU1 and the ring gear Rr of the second planetary gear unit PU2 to rotate at a reduction rotational speed N2, and the engagement of the third clutch C1 causes the carrier Cm of the first planetary gear unit PU1 to move. Rotates at full speed N1. Therefore, in the speed diagram, the rotation speed of the sun gear Sm of the first planetary gear unit PU1 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, thereby forward four-speed shifting. A stage is established.

  When the forward fifth speed is established, the second clutch Cb, the third clutch C1, and the second brake B2 are engaged.

  By engaging the second clutch Cb, the carrier Cm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the speed-changing planetary gear unit PUs is in the engaged state b of FIG. In addition, the engagement of the second brake B2 causes the sun gear Sm of the first planetary gear unit PU1 and the ring gear Rr of the second planetary gear unit PU2 to rotate at a reduction rotational speed N2, and the engagement of the third clutch C1 causes the carrier Cm of the first planetary gear unit PU1 to move. Rotates at full speed N1. Therefore, in the speed diagram, the rotation speed of the sun gear Sm of the first planetary gear unit PU1 becomes the reduction rotation speed N2, and the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full-speed rotation speed N1, whereby the forward five-speed shift A stage is established.

  When the sixth forward speed is established, the first clutch Ca, the second clutch Cb, and the third clutch C1 are engaged.

  When the first clutch Ca and the second clutch Cb are engaged, the ring gear Rm of the first planetary gear unit PU1 and the carrier Cm are integrated, so that the differential gear cannot be rotated, and the sun gear Sm is also integrated. Further, since the ring gear Rr and the sun gear Sr of the second planetary gear unit PU2 are respectively integrated with the sun gear Sm and the ring gear Rm (carrier Cm) of the first planetary gear unit PU1, the second planetary gear unit PU2 is also locked. As a result, the rotation of the carrier Cm of the first planetary gear unit PU1 that rotates at the full speed N1 by the engagement of the third clutch C1 is output to the output shaft OS via the locked first planetary gear unit PU1 and second planetary gear unit PU2. Then, the forward sixth speed is established.

  When the reverse first speed is established, the second clutch Cb, the third clutch C1, and the first brake B1 are engaged.

  By engaging the second clutch Cb, the carrier Cm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the speed-changing planetary gear unit PUs is in the engaged state b of FIG. Further, the engagement of the third clutch C1 causes the carrier Cm of the first planetary gear unit PU1 to rotate at the full speed N1, and the engagement of the first brake B1 causes the ring gear Rm of the first planetary gear unit PU1 to be restrained by the housing H to stop the rotation. To do. Therefore, in the speed diagram, the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, and the rotation speed of the ring gear Rm of the first planetary gear unit PU1 becomes 0, whereby the first reverse gear stage is established. To do.

  When the reverse second speed is established, the first clutch Ca, the third clutch C1, and the first brake B1 are engaged.

  With the engagement of the first clutch Ca, the ring gear Rm of the first planetary gear unit PU1 and the sun gear Sr of the second planetary gear unit PU2 are integrated, and the transmission planetary gear unit PUs is in the engaged state a in FIG. Further, the engagement of the third clutch C1 causes the carrier Cm of the first planetary gear unit PU1 to rotate at the full speed N1, and the engagement of the first brake B1 causes the ring gear Rm of the first planetary gear unit PU1 to be restrained by the housing H to stop the rotation. To do. Therefore, in the speed diagram, the rotation speed of the carrier Cm of the first planetary gear unit PU1 becomes the full speed rotation speed N1, and the rotation speed of the ring gear Rm of the first planetary gear unit PU1 becomes 0, thereby establishing the reverse second speed gear stage. To do.

  As described above, according to the present embodiment, the first planetary gear unit PU1 constituting the speed-changing planetary gear unit PUs is composed of a double-pinion type planetary gear unit, and the second planetary gear unit PU2 is a single-pinion type planetary gear unit. Since it is configured and does not use a Ravigneaux-type planetary gear unit for speed change, the gear ratio of the first and second planetary gear units PU1 and PU2 can be set independently to increase the degree of freedom in selecting the ratio. it can.

  In addition, when the first forward speed to the sixth forward speed, the first reverse speed, and the second speed are established, three of the five frictional engagement elements are surely engaged, so that they are released. The number of frictional engagement elements that increase the friction due to oil in the state is reduced by one compared to that described in Patent Document 1, and the friction is reduced by that amount, thereby reducing the fuel consumption of the engine. be able to.

  Furthermore, in the fifth embodiment including three clutches and two brakes, the automatic transmission T is compared with the first to fourth embodiments including four clutches and one brake. The axial dimension can be reduced. This is because, in the first to fourth embodiments, the first clutch C1 disposed between the reduction planetary gear unit PUr and the second planetary gear unit PU2 is eliminated, and instead, within the width of the reduction planetary gear unit PUr. This is because the distance between the planetary gear unit for reduction PUr and the second planetary gear unit PU2 can be reduced by employing the second brake B2 in which at least a part of the second brake B2 is accommodated.

  Next, a sixth embodiment of the present invention will be described based on FIG. 11 and FIG.

  The sixth embodiment is different from the fifth embodiment in the structure of the reduction planetary gear unit PUr, and the other configurations are the same. In the fifth embodiment, the sun gear Sf of the reduction planetary gear unit PUr is an input element, the carrier Cf is an output element, and the ring gear Rf is a fixed element. In the sixth embodiment, the reduction planetary gear is used. The ring gear Rf of the unit PUr is an input element, the carrier Cf is an output element, and the sun gear Sf is a fixed element.

  In the structure of the fifth embodiment, the decelerated rotation speed N2 is less than half of the full speed rotation speed N1, but in the structure of the sixth embodiment, the deceleration rotation is performed with respect to the full speed rotation speed N1. The number N2 can be larger than half. As a result, it is possible to obtain a so-called cross ratio shift characteristic in which the speed ratio interval between adjacent shift stages is reduced on the high speed shift stage side.

  Next, a seventh embodiment of the present invention will be described based on FIG. 13 and FIG.

  The seventh embodiment is different from the fifth embodiment in the structure of the reduction planetary gear unit PUr, and the other configurations are the same. In the fifth embodiment, the sun gear Sf of the speed reduction planetary gear unit PUr is an input element, the carrier Cf is an output element, and the ring gear Rf is a fixed element. In the seventh embodiment, the speed reduction planetary gear is used. The carrier Cf of the unit PUr is an input element, the ring gear Rf is an output element, and the sun gear Sf is a fixed element.

  In the fifth embodiment, a single-pinion type planetary gear unit is used for the reduction planetary gear unit PUr. In the seventh embodiment, a double-pinion type planetary gear unit is used for the reduction planetary gear unit PUr. . That is, the carrier Cf supports an outer pinion Pfo and an inner pinion Pfi that mesh with each other. The outer pinion Pfo meshes with the ring gear Rf, and the inner pinion Pfi meshes with the sun gear Sf.

  In the structures of the fifth and sixth embodiments, the decelerating speed N2 cannot be halved with respect to the full speed speed N1, but in the structure of the seventh embodiment, the full speed speed N1. On the other hand, the deceleration rotation speed N2 can be set in a region including a half. As a result, it is possible to increase the degree of freedom in setting the ratio and the common ratio (ratio of the ratios of adjacent gears) on each gear stage.

  Next, an eighth embodiment of the present invention will be described with reference to FIGS.

  The eighth embodiment is a modification of the reduction planetary gear unit PUr of the seventh embodiment. In the seventh embodiment, the carrier Cf of the reduction planetary gear unit PUr is an input element, and the ring gear Rf is an output. In the eighth embodiment, the sun gear Sf is an input element, the ring gear Rf is an output element, and the carrier Cf is a fixed element.

  Also according to the eighth embodiment, it is possible to achieve the same effect as that of the seventh embodiment.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

Skeleton diagram of automatic transmission for vehicle according to first embodiment Speed diagram of vehicular automatic transmission according to first embodiment Skeleton diagram of automatic transmission for vehicle according to second embodiment Speed diagram of vehicular automatic transmission according to second embodiment Skeleton diagram of automatic transmission for vehicle according to third embodiment Speed diagram of vehicular automatic transmission according to third embodiment Skeleton diagram of automatic transmission for vehicle according to fourth embodiment Speed diagram of vehicular automatic transmission according to fourth embodiment Skeleton diagram of automatic transmission for vehicle according to fifth embodiment Speed diagram of automatic transmission for vehicle according to fifth embodiment Skeleton diagram of automatic transmission for vehicle according to sixth embodiment Speed diagram of automatic transmission for vehicle according to sixth embodiment Skeleton diagram of automatic transmission for vehicle according to seventh embodiment Speed diagram of automatic transmission for vehicle according to seventh embodiment Skeleton diagram of automatic transmission for vehicle according to eighth embodiment Speed diagram of automatic transmission for vehicle according to eighth embodiment

Explanation of symbols

PUr Deceleration planetary gear unit PUs Shift planetary gear unit PU1 First planetary gear unit PU2 Second planetary gear unit Sf Sun gear (first differential rotation element of deceleration planetary gear unit)
Cf carrier (second differential rotation element of the planetary gear unit for reduction)
Rf ring gear (third differential rotation element of planetary gear unit for reduction)
Sm Sun gear (first differential rotating element of the first planetary gear unit)
Cm carrier (second differential rotating element of the first planetary gear unit)
Rm ring gear (third differential rotation element of the first planetary gear unit)
Sr sun gear (first differential rotation element of the second planetary gear unit)
Cr carrier (second differential rotating element of the second planetary gear unit)
Rr ring gear (third differential rotation element of the second planetary gear unit)
Ca 1st clutch Cb 2nd clutch C1 3rd clutch C2 4th clutch B1 1st brake B2 2nd brake IS Input shaft OS Output shaft H Housing

Claims (2)

A planetary gear unit for reduction (PUr) comprising three differential rotating elements;
A planetary gear unit for transmission (PUs) configured by a combination of a first planetary gear unit (PU1) and a second planetary gear unit (PU2) and including four differential rotation elements;
5 frictional engagement elements (Ca, Cb, C1, C2, B1) consisting of a wet multi-plate type clutch or brake;
Is an automatic transmission for a vehicle that is arranged around the axis of the input shaft (IS),
The first differential rotation element (Sm) of the first planetary gear unit (PU1) and the third differential rotation element (Rr) of the second planetary gear unit (PU2) are integrated into a third clutch (C1 ) To the output element of the deceleration planetary gear unit (PUr) via
A first differential rotation element (Sr) of the second planetary gear unit (PU2) and a third differential rotation element (Rm) and a second differential rotation element (Cm) of the first planetary gear unit (PU1). The first and second clutches (Ca, Cb) are arranged between them,
The third differential rotation element (Rm) of the first planetary gear unit (PU1) can be connected to the housing (H) via the first brake (B1),
An automatic transmission for a vehicle, wherein a second differential rotation element (Cr) of the second planetary gear unit (PU2) is connected to an output shaft (OS). A planetary gear unit for reduction (PUr) comprising three differential rotating elements;
A planetary gear unit for transmission (PUs) configured by a combination of a first planetary gear unit (PU1) and a second planetary gear unit (PU2) and including four differential rotation elements;
5 friction engagement elements (Ca, Cb, C1, B1, B2) made of a wet multi-plate type clutch or brake;
Is an automatic transmission for a vehicle that is arranged around the axis of the input shaft (IS),
The first planetary gear unit (PU1) integrated with the first differential rotation element (Sm) and the second planetary gear unit (PU2) third differential rotation element (Rr) is integrated with the speed reduction planetary gear unit ( PUr) output element,
A first differential rotation element (Sr) of the second planetary gear unit (PU2) and a third differential rotation element (Rm) and a second differential rotation element (Cm) of the first planetary gear unit (PU1). The first and second clutches (Ca, Cb) are arranged between them,
The third differential rotation element (Rm) of the first planetary gear unit (PU1) can be connected to the housing (H) via the first brake (B1),
The stationary element of the speed reduction planetary gear unit (PUr) can be connected to the housing (H) via the second brake (B2),
An automatic transmission for a vehicle, wherein a second differential rotation element (Cr) of the second planetary gear unit (PU2) is connected to an output shaft (OS).

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